Refrigerating apparatus



4 Sheets-Sheet l all m c. F. HENNEY ETI'AL.

REFRIGERATING APPARATUS Original Filed Sept. 1, 1934 fig NVENTOR.

BY 7%. I

Dec. 31, 1940.

a 9% I ((L Y (L Wm H. \w M mm mm QQU Dec. 31,. 1940. c. F. HENNEY rsrm.

REFRIGERATING APPARATUS Original Filed Sept. 1, 1934 4 Sheets-Sheet 35741) 2/7 jfl 540 320 E a w INVENTOR.

BY r m Y ATTO EYJ Dec. 31, 1940. c. F. HENNEY ETAL.

REFRIGERATING APPARATUS Original Filed Sept. 1, 1934 4 Sheets-Sheet 4ENTOR.

mg 9% \Q S 45% A i OlfiEYJ Patented Dec. 3 1, 1940 UNITED STATES PATENTOFFICE REFRIGERATING APPARATUS Original application September I, 1934,Serial No.

Divided and this application July 20,

1935, Serial No.-32,4 26

Claims.

This invention relates to refrigeration and more particularly to therefrigeration of vehicles such as railway cars or the like.

This application is adivision of application Se- 5 rial No. 742,491,filed September 1, 1934, for Befrigerating apparatus.

It is an object of this inventionto provide refrigeration for vehicles,such as railroad cars or the like, in which the refrigerating system ison erated by energy derived from a rotating part of the vehicle such asan axle and in which automatic compensation-is provided for the varyinspeeds of the vehicle and varying demands of refrigeration within thevehicle.

Another object of this invention is to provid an improved operationofthe refrigerating system when the vehicle is standing.

Further objects and advantages of the present invention will be apparentfrom the following description, reference being had to the accompanyingdrawings, wherein a preferred form of the present invention'is clearlyshown.

In the drawings:

Fig. 1 is a diagrammatic representation of an apparatus in which thecompressor of the refrigerating system is driven by a motor and avariable ratio drive and in which automatic means are provided forselectively actuating the compressor by the motor or drive; K

Fig. 2 is a diagrammatic representation of an apparatus somewhat similarto Fig. 1, in which the motor derives its electrical. current from astationary source such as a station power line;

Fig. 3 is a diagrammatic representation of an 35 apparatus similar tothat shown in Fig. 2 but with slightly modified controls;

Fig. 4 is a diagrammatic representation of an apparatus somewhat similartothat shown in Fig. 1 but in whichthe dynamo electric machine is a 40motor-generator capable of charging the-battery while the car isrunning;

Fig. 5 is a diagrammatic representation of an apparatus in which agenerator is driven by the variable ratio drive and the electricalenergy thus 45 derived is utilized to operate a motor which drives thecompressor;

Fig. 6 shows a slightly different connection between the variable ratiodrive and the axle than that shown in Fig. 5; and

Fig. 7 shows a slightly different control orrangement for themotor-generator circuit.

In practicing this invention a variable ratio drive is used to transformenergy from a rotating part on the vehicle which moves in relatiom shipwith the movement of the vehicle. Under such conditions any variableratio drive may be used; but the drive disclosed in the application ofLester E. Perrine and Charles L. Paulus for Refrigerating apparatus,Serial No. 742,490, filed September '1, 1934, is preferably used andrefer- 5 ence is hereby made to said application for a more detaileddescription of the drive per se. In this application the variable ratiodrive is diagrammatically represented and wherever so represented isintended to depict the specific drive disclosed in said application.

In Fig. 1 the compressor is driven by a D. C.

stand-by motor energized from a battery. The compressor, at other times,is driven by a constant speed mechanical drive from the axle of the car.Automatic controls are provided for causing the D. C. stand-by motor todrive the compressor when the train is standing still or traveling belowa predetermined speed, such as 15 M. P. H. When the speed of the trainincreases to 29 within the range of speed within which the constantspeed drive is able to transform variable speed to substantiallyconstant speed, automatic controls cause the compressor to be drivenfrom the axle. The battery for operating the motor and .lptherelectrical parts of the car is charged fromia generator driven from theaxle. The controls have a sufficient time lag to permit the compressorto stop while it is being changed from the motor to the constant speeddrive, or vice versa, and thus no violent reversing of the compressorrotation is possible.

As shown in Fig. 1 the compressor ill is driven by the D. C. motor itthrough the medium of the belt drive ii. The compressor i0 is alsodriven by the constant speed or variable ratio mechanism 83, such asdisclosed in the said application of Perrine and Paulus and which, inthis modifi cation, drives the compressor through the shaft M which iscommon to the motor and to the constant speed device. It is to heunderstood,'hcwever, that the motor and constant speed device may havedifferent shafts. The constant speed device i3 is driven from a jachshaft 15 which in turn is driven from the axle it through the medianm ofthe belts ii. The same or another axle drives the generator l8 throughthe medium of belts i3.

The constant speed or variable ratio drive i3 may be of any desired typewhich tends to drive the compressor at a substantially constant speed orat very small speed variations notwithstandina wide variations in thespeed of the ear. such drives generally have a speed range within whichthey are eflective. Thus they are capable of 55 maintaining satisfactorycompressor speeds when the train travels between certain upper and lowertrain speed limits, such as between train speeds of 15 to 90 M. P. H.

The compressor I6 delivers compressed refrigerant to the condenser 20,which delivers liquefied refrigerant to the evaporator 2| through anautomatic expansion valve 22. This valve is of the type which feedsrefrigerant to the evaporator 2| when the pressure therein has beenreduced below a predetermined value and is also provided with athermostatic bulb control 23 which throttles the flow of refrigerantwhen the refrigcrating effect reaches the outlet of the evaporator. Theevaporated refrigerant flows through the line 24 to the compressor II).A fan 25 driven by a motor 26 forces air over the evaporator 2| anddelivers the same to the conditioned space of the car through theconduit 26. Air from the space to be conditioned may flow through theconduit 21 to the evaporator, or air from the exterior may flow throughthe conduit 28 after having been filtered at 29 or selected quantitiesof air may flow from both of these sources. If desired dampers 36 and 3|may be provided for selecting the amount of return air or fresh airwhich shall pass the evaporator 2|. A fan 32 may be driven by the shaft33 for cooling the condenser 20, the

' same beingdriven from a pulley on the shaft I4.

Automatic means are provided for causing the compressor II] to operatewhen the train is standing still or is running below a predeterminedspeed such as M. P. H. A thermostat 45 in the space to be conditionedopens when the temperature falls below a desired limit and closes whenit rises above a desired limit. When the thermostat 46 closes currentfrom the battery ii flows through the wire 42 to a relay 43. The contactof the relay 43 is held against the contact .4 by the spring 45. Currenttherefore fiows'through the wire 46 to the bi-metallic member 41 whichis in series with a resistor 48 and from whence the current r'eturnsthrough the wires 49 and 46a. to the battery 4|. The amount of currentflowing through the resistor 48 and strip 41 is relatively large andcauses the strip to bend against the bi-metallic strip 56. When thisoccurs, the contacts 5| close thus causing the current to flow throughthe wire 52 to the relay coil 53 and from thence back to the batterythrough the wires 48 and 46a. This closes the contacts 54 and 55 andopens the contacts 56. Current then ceases to flow through the resistor48 and only a relatively small amount of current continues to flowthrough the bimetal 41, wire 51, contacts 54, wire 52 and coil 53. Whenthe contacts 55 are closed current flows from the wire 46 through thecontacts 55 (switch 63 it closed), wire 58 to the coil 59 of the relay60 thus closing the contacts of the relay 6!! and permitting current toflow through the motor II through the wires 6| and 62 to the wire 46a.The motor II continues to operate as long as the thermostat 40 is closedand when the temperature is sufficiently reduced, the compressor isstopped by the opening of the thermostat. It is to be understood thatthe motor I I may be provided with the usual starter control box ifnecessary to reduce the amount of current which flows through the relay6D. A hand switch 63 is provided so that the motor I I may bedisconnected from the battery system if refrlgeration is not desired.

When the car speed rises above 15 M. P. H. current from the generatorflowing through the coil 61 rises to the point where the contact 68 ispulled against the contact 68. When this occurs current flows frombattery 4| through the thermostat 40, wire 42, contacts 68, wire 10,bimetal 1|, resistor 12, wire 13 to the battery 4|. The resistance of 12is so adjusted that a relatively large amount of current flows throughbi-metal 1| causing it to curl and close the contacts 14. This in turncauses current to flow from the bi-metal 1| through. the bi-metal 15 andwire 16 to the coil 11 and from thence through the wires 18 and 13 tothe battery. This opens the contacts 19 and closes the contacts 88 and8|. When this occurs, current continues to flow through the wires 82 and16 and coil 11 keeping the contacts in the position just described. Thispermits current to flow from the wire'18 and contacts 8| through thewire 83 to the coil 84 and opens the valve 85 which permits air to flowfrom the air-brake system or train line air to a mechanically operatedclutch 86 which connects the constant speed drive I3 with the shaft I4and thus causes the axle I6 to drive the compressor Hi. When thethermostat 40 opens, a deciutching operation at 86 is caused by stoppingthe flow of air to the clutch 86 through the valve 85 as will be readilyapparent, until such time as the temperature rises and again closes thethermostat 40.

As the bi-metals 41 and 1| require a certain length of time to heat andcool, suflicient time lag is introduced to permit the compressor IIIpractically to stop before it is changed from the motor drive to themechanical drive, or vice versa.

Automatic controls are provided for causing the generator I8 to chargethe battery 4I when the car has attained a predetermined speed. Thisspeed may be the same or different from the speed at which coil 61becomes eifective. Thus at some predetermined speed the current flowingthrough coil 65 from the generator I8 becomes suflicient to close thecontacts 66. When this occurs, the generator charges the battery 4I.When the speed of the car falls to such an extent that the battery tendsto run generator I8 as a motor, the reversed current flowing throughcoil 6511 creates a magnetic flux against that of coil 65, thuspermitting contacts 66 to open and prevent drain of the battery by theslow turning generator.

The fan 25 may be permitted to operate independently oi the thermostaticor train speed responsive controls. Thus a manual switch 80 may beprovided, which, when closed, causes current to flow from battery 4|through wire 9| to motor 26 and from thence back to the battery through.

wire 46a.

In Fig. 2 an A. C. stand-by motor is provided for operating thecompressor of a refrigerating system of the same general type as thatdescribed with respect to Fig. 1. The A. C. motor is plugged in at thestation thus to drive the compressor from station current. When thetrain is running the compressor is driven by a constant speed orvariable ratio drive from the axle of the car. Thus a compressor I 06 isdriven and furnishes compressed refrigerant to a condenser similar tothat described in Fig. 1 which in turn is connected to an evaporator,fan, conduits, etc., exactly as in Fig. 1. The compressor I00 is drivenby an A. C. motor through the medium of belts I02. When the train is atthe station a threephase power plug I63 is plugged in to a terminal plugIna, at the station power line. When the plug I03 is plugged in a jumperI04 in terminal plug I03a. closes the line I05 with the line I06 thuspermitting current to flow from the battery I01 to the starting coilI00, thus closing switch I09 ii the thermostat III is closed. The flowof current from the coil I00 is through the line IIO, thermostat III,and wire II2 back to the battery I01. The thermostat III is in the spacereceiving conditioned air and thus controls the operation of the motorIOI in accordance with conditions produced by the evaporator (not shownin this modification). When the train is about to leave, the power plugI03- is pulled out, thus deenergizing the motor IOI. As the speed of thetrain increases the generator II5 increases in voltage sufficiently tocause the coil I I0 to close the contacts II1. This permits current toflow from battery I01 through the wire H0, contacts I11, wire II9,solenoid I20, thermostat III, wire II2 back to the battery I01. Whenthis occurs air from the air-brake system flows past the valve I2 I tothe pneumatic clutch I22 thus clutching the pulley I23 to the shaft I24.Pulley I23 is part or a constant speed or variable ratio drive I25, theother pulley I21 of which is mounted on a jack-shaft I28 driven by beltsI29 from the axle I30. .The axle I30 thus drives the compressor. Whenthe thermostat III opens after the compartment has been cooledsufficiently, the coil I20 is deenergized thus declutching the pulleyI23 and stopping the compressor I00 until such time as the compartmentto be conditioned warms to the upper temperature limit to repeat thecycle.

The generator II5, which may be driven by any car axle I30,automatically charges the batt'ery I01 while the train is running. Whenthe generator II5 attains sufficient speed, current flows through wireI3I, coil I32 and wire I33 back to the generator in sufficient quantityto close the contacts I34. This causes current to flow from thegenerator through wire I3I, contacts I34, wire H8, battery I01, wire I35and back to the generator. This charges the battery. When the generatorspeed falls to the point where the battery tends to run the generator asa motor, the current thus flowing backwards through coil I38 neutralizesthe action of coil I32 and permits the contacts I34 to open, thusdisconnecting the generator from the battery until it again regainscharging speed.

Leads I40 and MI may connect battery I01 with the fan motor (not shown)through hand switch it. The fan forces air in thermal contact with theevaporator (not shown) in a manner similar to that shown in Fig. 1.

Fig. 3 shows an arrangement in which eithe an A. C. or D. C. stand-bymotor may be used to drive the compressor when the car stands at astation, and in which a constant speed, or variable ratio, mechanicaldrive drives the compressor when the car is running. Separatethermostats are provided for controlling the operation of the mechanicaldrive and the stand-by motor respectively. v

The compressor 200 is mounted on the car i and is connected to arefrigerating system which conditions air in a compartment of a car insubstantially the same manner as in Fig. 1. The compressor 200 is drivenby the belting 20I either by the stand-by motor 202 or the mechanicaldrive 203. The mechanical drive 203 includes pulleys 204, 205 andbelting 206. The pulley 205 is mounted'on a jack-shaft 201 which isdriven by belting 208 from the axle 209. A pneumatic clutch 2I0 isprovided which clutches and declutches the pulley 204 from the shaft 2of the motor 202. The pneumatic clutch 2I0 is actuated by compressed airsuch as is available from the air-brake system. The clutch connects thepulley 204 to the shaft 2 when air is admitted thereto and declutcheswhen the air pressure is disconnected.

A centrifugal switch 2I2 is made responsive to the speed of the car, forexample, bybeing mounted on the jack-shaft 201. When the car stops theswitch 2I2 opens the circuit in which it is placed, the purpose being toprevent the mechanical control thermostat from clutching the pulley 204while the motor 202 is energized at the station.

When the car is running the refrigerating system is under control of thethermostat 220, and when the car is at the station it is under thecontrol of the thermostat 22I. The thermostat 220 closes its contactswhen the temperature has been reduced to the lower limit and opens thecontacts when the temperature rises to the upper limit. For example,this thermostat is calibrated to close when temperatures are below 75 F.and to open when temperatures are above 17 F. The thermostat 22I is madeto close its contacts when the temperatures are above a predeterminedlimit and to open the contacts when the temperatures are below. Thisthermostat 22I, however, is calibrated to operate in ,a range higherthan the range of the thermostat 220. Thus, for example, the contacts ofthermostat 22I close when the temperatures are above 80 F. and open whenthe temperatures are below 78 F.

When the car is running, and is under the control of thermostat 220, andwhen the temperature falls below 75 F. the contacts close and currentfrom the battery 222 flows through the wire 223, coil 224, wire 225,thermostat 220, wire 220, centrifugal switch 2I2 and wire 221 back to Ithe battery 222 When the coil 224 is thus energized it opens the valve228 and permits air pressure to be applied to the clutch 2I0, whichdeclutches the pulley 204 from the shaft 2 and stops the operation ofthe compressor 200. While the car is still running and it warms to atemperature above 72 F. the contacts 220 open thus deenergize coil 224,relieving the pressure on the clutch 2i 0 causing it to clutch thepulley 204 to the shaft 2 and causing the compressor 200 to operate andcool the car. The thermostat 220 thus starts and stops the compressor200 while the car is running in accordance with temperatures in thecompartment for which the air is being conditioned.

When the car is at the station, the terminals 230 are plugged in to thestation power supply, this supply being either A. C. or D. C. The how ofcurrent from this supply is governed by a relay 23I and a snap switch232 while at the same time the how of air to the clutch 2I0 is governedby a coil 233. When the car is standing still and the temperature isabove 80 F. the contacts 22! close. This causes current to flow from thewire 221 to the contacts 22!, wire 234, re1ay coil 23I, valve coll 233to the battery 222. This closes the contacts of the relay 23! and opensthe valve 235 and causes air pressure to be applied to the clutch 2I0thus releasing the shaft 2 from the pulley 204 and permitting the motor202 to drive the compressor. When airpre'ssure is applied to the clutch2I0 this same air pressure flows through the line 236 to the bulb 231and closes the switch 232. Under these conditions current can flowthrough the wire 241, contacts 232, wire 238, relay 231, wire 239, motor202 and wire 240. Under these conditions the motor 202 drives thecompressor 200 until such time as the temperature is reduced below 78 F.when the contacts 221 are opened thus deenergizing the relay 231 andopening its contacts. This breaks the flow of current to the motor 202and stops the compressor 200 until such time as the temperature againrises above 80 F. when the above cycle is repeated. The battery 222 maybe charged by the usual generator driven from an axle of the car.

Fig. 4 shows a modification in which the compressor is driven eitherfrom the axle of the car or by a combined motor-generator. Themotorgenerator operates as a generator when the compressor is beingdriven from the axle, and as a motor when the train stops or travels attoo slow a speed for satisfactory operation from the axle.

Automatic means are provided for controlling the operation of thecompressor by the motor and by the axle, and also automatic means areprovided for causing the motor-generator to operate as a generator whenthe train is running at a sufiicient speed. Automatic means are alsoprovided for causing the motor-generator to operate as a generator evenwhen the compressor stands idle when no refrigeration is required.

These various instrumentalities are diagrammatically shown in Fig. 4 asfollows: A compressor 300 forwards compressed refrigerant to a condenser301 from whence refrigerant flows through the line 302 to the evaporator303. The evaporated refrigerant returns through the line 304 to thecompressor 300. The condenser 301 may be cooled by air from the blower300a which rotates with the compressor 300. An automatic expansion valve305 is placed at the inlet of the evaporator. This valve is of the typewhich admits refrigerant into the evaporator when the pressure in theevaporator is reduced below a predetermined pressure. The valve 305 isalso provided with a thermostatic bulb control \306 which throttles thevalve 305 when the refrigerating efiect extends beyond the outlet of theevaporator. A fan 301, driven by a motor 308, causes air to flow overthe evaporator 303 and to be discharged through the conduit 309 into thespace of the car which is to be conditioned. The air which is to beblown by the fan 301 may be obtained from the conduit 310 leading fromthe space which is being conditioned or from the conduit 311, connectedwith the atmosphere outside of the compartment. dampers 313 and 314,either manually or automatically controlled, determine the proportionsof recirculated and fresh air.

The compressor 3% is driven by the belting 315 from the shaft 316 of thedynamo electric machine or motor-generator 311. The shaft 316 isprovided with two clutches 318 and 319. The clutch 318 clutches anddeclutches the shaft 316 to the pulleys 320 of the belting 315, so thatthe shaft 316 may idle or drive the compressor 300, depending on theaction of the clutch 318. The clutch 319 clutches and declutches thepulley 321 with the shaft 316, so that the pulley 321 can idle or drivethe shaft 316 in response to the condition of the clutch 319. The pulley321 forms a part of the constant speed drive 322, which includes anotherpulley 323 on the jack-shaft 324. The jack-shaft 324 is driven by thebelting 325 from the axle 326. The constant speed drive A filter 312 maybe provided, and

322 may be of the character disclosed in the application of Lester E.Perrine and Charles L. Paulus, herein referred to. In general, this typeof drive includes V-pulleys 321 and 323, the V's of which areautomatically widened or narrowed to vary the eifective drivingdiameters of the pulleys, and the automatic controls are such that thepulley 321 is rotated at a substantially constant number of revolutionsper unit of time even when pulley 323 is rotated at variable rates,

The clutches 318 and 319 preferably are pneumatically operated,conveniently from the air supply of the air-brake system. Automaticmeans are provided for actuating the clutches so that the axle 316 isdriven when either the compressor 300 and the motor-generator 311 shouldbe operated, and so that the motor-generator 311 drives the compressorwhen necessary. To this end, a thermostat 321 is made responsive toconditions created by the evaporator 303. For example the thermostat 321may be placed in the compartment wherein the air is to be conditioned.Centrifugal means are provided to cooperate with the thermostat 321 toimpose the proper controls on the system. The centrifugal meansconveniently may take the form of a D. C. generator 328, which may berelatively small, if desired, or of any other convenient size. Thevarying voltage generated by this generator 328 may be used to actuaterelays to obtain the desired speed responsive control. When the trainstands still or operates below 5 M. P. H., or any other desired speedlimit, the voltage generated by the generator 328 is insufficient toenergize any solenoids. Under such conditions the armature 329 of thesolenoid 330 is pulled away from the solenoid by means of the spring 331and the contacts 332 are closed. If at this time the thermostat 321 isclosed, current flows from the battery 333, through the thermostat 321,contacts 332, wire 334, motorgenerator 311 and wire 335 to the battery333, it being understood that the hand switch 336 is closed. Under suchconditions the motor-generator 311 may drive the compressor 300 wheneverthe thermostat 321 is closed and stops whenever the thermostat 321opens. Under such conditions the motor-generator 311 is declutched fromdrive 322 because valve 331, which has not been electrically energized,remains closed and thus does not operate the clutch 319. At the sametime current flows from the battery 333, through the thermostat 321,wire 338, solenoid valve 339. wire 340 and switch 336 back to thebattery 333. This opens the solenoid valve 339 and admits air throughthe pipe 341 to the clutch 318. Under such conditions, whenever thethermostat 321 closes, the motor-generator is energized as a motor andits shaft 316 is clutched to the belting 315 and drives the compressor300, thus producing refrigeration in response to conditions created bythe evaporator 303.

When the car speed rises above 5 M. P. H. or any other desired speedlimit, the voltage generated by the generator 328 is sufficient toattract the armature 329 to the solenoid 330 against the action ofspring 331. This opens the contacts 332 and thus prevents themotor-generator 311 from being energized as a motor. At this speedlimit, or preferably at a higher speed limit the axle 326 is caused todrive the motor-generator 311 and compressor 300 in response toautomatic controls. Thus if the train travels at or above some speedlimit, such 15 M. P. H., the voltage from generator 328 energizes thecoil 345 sufiiciently to close the contacts 346 and 341 which aremounted on the arm 348. When the contacts 346 are closed, current fromthe battery 333 flows through the wires 313, 350, through the contacts346, wire 351.- solenoid valve 331, wire 352 and switch 336 to battery333. This opens the valve 331 admitting air to the clutch 318 andclutching the pulley 321 to the shaft 316 so long as the train runsabove 15 M. P. H.' Thus the axle 326 drives the motor-generator 311 allthe time that the train travels above 15 M. P. H.

The compressor 300 is started and stopped by being clutched anddeclutched at 318 while the train runs above 15 M. P. H. in response toconditions created by the evaporator 303. Thus when the temperaturerises in the compartment, thermostat 321 closes and clutches shaft 316to the compressor 300 because a circuit is created from battery 333,through thermostat 321, wire 338, valve 339, wire 340, switch 336 andbattery 333. When the thermostat 321 opens, after the compartment hasbeen cooled, the circuit is broken to valve 339, thus declutching 318and stopping the compressor.

When the contacts 341 are closed, the wiring is changed to cause themotor-generator 311 to act as a generator and charge the battery 333. isaccomplished because the closing of the contacts 341 energizes thesolenoid 310 by current from the generator 328. This closes the contacts311 and 312. When-the contacts 311 are closed, a closed charging circuitis created between the generator 311 and the battery 333. This circuitincludes wire 313, contacts 311, wire'314, wire 334, generator 311, wire335 and switch 336. The simultaneous closing of contacts 312 changes thefield windings of the generator 311 to create a sufllciently highvoltage to charge the battery 333. The closing of contacts 312 shuntsout a field resistor 315 through wire 315a, contacts 312, wire 315b. Thewire. 334 is therefore at this time shunted to lead 3 15c of the fieldwindings 31511. The resistor 315 is thus in series with the fieldwindings 315d when the motor-generator acts as a motor, and is shuntedout when the motor-generator acts as a generator.

The car axle 326 may operate the motor-generator 311 as a generator whenrefrigeration is not required. Thus in the winter time, whenrefrigeration is not required, or in the summer time during thoseperiods when thermostat 321 temporarily is open, the clutch 318 may bedeclutched, thus permitting the rotation of the motor-generator withoutthe rotation of the compressor 300. The motor-generator is rotated allthe time the train runs above 15 M. P. H. while the compressor isrotated only when the compartment warms and closes thermostat 321.

If desired, the battery 333 may also be used for furnishing electricalenergy for other parts of the car such as the lights 316, and may alsobe used to operate the fan motor 308 as shown by closing the circuitthereto by the automatic or hand switch 311.

In the modification shown in Fig. 5, an arrangement is used having agenerator to charge a battery and a motor to drive the compressor; butthe arrangement is such that a relatively small sized generator may beused notwithstandgear box 402.

This

Beveled gearing in the box 402 drives the shaft 406 which is connectedto a universal joint 401 to-drive the floating shafts 408 and 408 keyedtogether by a looselytelescoping sleeve 410. The shaft 411 is carried onthe body of the car by the bearing 412 and is connected to shaft 411 byuniversal joint 413. The arrangement thus far described permits thetruck 401 to move when turning curves and also to move vertically in.

response to spring action, the play being taken by the universal joints401 and 413 and by the sleeve 410.

The shaft 11 drives a pulley 414 which forms a part of a constant speedor variable ratio drive 415 which includes another pulley 416 with thebelting 411. This constant speed drive 415 may be of the type heretoforedescribed and which is more fully disclosed in the application ofPerrine and Paulus herein referred to. The constant speed drive 415drives the generator 418 at a substantially constant speed after thetrain has passed some lower speed limit, such as 15 M. P. H. When thisoccurs current from the lead 418 flows through the cell 420 back to thelead 421 in sufficient quantity to close the contacts 422. Currentthereafter flows from the lead 418 through the coil 423 to the battery424 and back to the lead 421. This continues so long as the generator isdriven at a suflicient speed and until the battery 424 becomes fullycharged.

If the speed of the generator 416 should fall below its proper chargingspeed for any reason, and if the battery 424 consequently should tend torun the generator as a motor, the backward flow of current through coil423, would neutralize coil 420 and the contacts 422 would open, thuspreventing wasteful discharge of battery 424.

The generator 418 may be provided with an automatic voltage regulator425 including the coil 426 connected to the leads 418 and 421, this coilautomatically regulating the compression of the carbon pile 421 whichbridges the lead 419 and the field pole 429. The carbon pile 421 is inseries with the field winding 430 and its varying resistanceautomatically regulates the strength of the field winding.

When the battery 424 has become fully charged, the voltage across thebattery creates a sufiicient current through the coil 431 to open thecontacts 432. When this occurs current ceases to flow through thesolenoid valve 433 thus closing the valve and cutting off the air supplyto the pneumatic clutch 434 which in turn declutches the drive 415 fromthe generator 418 and stops the generator, until such time as thevoltage across the battery is insufficient to maintain the contacts 432open. When the battery has become discharged to this extent, the clutch434 is again clutched by the closing of contacts 432 and opening of airvalve 433. a

The battery 424 operates the motor 440 which drives the compressor 441through belting 442. Current from the battery 424 flows through wire443, hand switches 444 and 445, thermostat 446, wire 441, motor 440 andwire 448 to battery 424. Thus the motor 440 operates whenever thethermostat 4,46 closes and stops whenever the thermostat opens, it beingunderstood that the hand switches remain closed as long as therefrigerating system is to be operated.

Compressed refrigerant from. the compressor 441 fiows to the condenser450, which is cooled by fan 440a, and which forwards liquefiedrefrigerant through the line 451 to an evaporator 452, the evaporatedrefrigerant returning through the line 453 to the compressor 44!. Anautomatic expansion valve 454 introduces expanded refrigerant into theevaporator 452. This valve is of the type which automatically introducesrefrigerant into the evaporator when the pressure therein is reducedbelow a. predetermined limit by the compressor 44 I. The valve is alsoprovided with a thermostatic bulb control 455 which throttles the valve454 when the refrigerating effect in the evaporator 452 reaches itsoutlet.

Conditioned air cooled by the evaporator 452 is forced by the fan 456driven by the motor 451 through the conduit 458 to the compartment Iwhich is to be supplied with conditioned air. The air to be conditionedmay come from the compartment through the conduit 459 or from an outsidesource 460 through a filter 46l, the proportions of fresh air orrecirculated air being determined by the automatically or hand operateddampers 462 and 463. The compressor 4 cannot be operated withoutenergizing fan motor 451 because of the arrangement of switches 444 and445.

In Fig. 6 a gear box 410, somewhat similar to gear box 402, but havingan additional function, is shown. In this modification the shaft "I,which corresponds to the shaft 406, is always driven in the samedirection regardless of the direction in which the car travels. This maybe accomplished by providing two shafts 412 and 413 driven from the axleof the car by means of belts 414 and 415. The shaft 412 is provided witha beveled gear 416 and with ratchet-like arrangement between the shaft412 and gear 413 (not shown because so well known) such that the gear416 is only driven in one direction by the shaft 412 and idles in theother. Similarly the gear 411 on the shaft 413 is provided withratchet-like construction between the gear and shaft to drive it in onedirection and not in the other. The gears 416 and 411 mesh with the gear418 and always drive it in one direction regardless of the direction oftravel 01' the: car. The gear arrangement shown in Fig. 6 may replacethe gear arrangement in box 402 shown in Fig. 5. The remainder of thesystem may be identical. By the construction shown in Fig. 6 thegenerator 8 need not be provided with the directionchanging mechanismwhich is generally provided on railway car generators.

In Fig. 7 an automatic control is provided for the lay-out shown in Fig.5, in which the generator is electrically disconnected from the batterywhen the battery is fully charged. This replaces the pneumatic clutch434 and its controls 43l, 432 and 433. In the modification shown in Fig.7 the lead 4l9a of the generator 4l8a is connected to the coil 420a, thecurrent going from the generator through the wire'480, contacts 48l,wire 482, coil 420a, wire 482a and lead 42la. When the generator speedis suflicient, the contacts 422a are closed by the magnetic flux fromcoil 420a and current flows through the contacts 422a and coil 423a tothe battery 424a and from thence through-the wire 483 and 484 to thelead 42!. The battery will be charged by the generator 418a so long asthe voltage is below that of a fully charged battery. When the batteryis fully charged the voltage rises sufliciently to energize the coil 485with sufficient force to open the contacts 48!. When this occurs, thecontacts 422a also open and further charging of the battery ceases untilthe voltage in the battry drops due to discharge enough to permit thecontacts 4" to close. The wires 443a and 448a lead to mechanisms in Fig.5 in a corresponding manner to wires 44! and 448.

In the modification shown in Figs. 5, 6 and 7 it is possible to have arelatively small generator in size because it operates at asubstantially constant speed throughout its generating range while thetrain is traveling between the predetermined speed limits such as say,15 M. P. H. to 90 M. P. H. or within the range of constant speedtransformation of the drive 5. This is of great advantage as compared todrives in which the generator is not constantly driven and must be madelarge enough to deliver the desired voltage at its lowest speed.

In all of the modifications disclosed in this application, it is withinthe purview of this invention to provide starting boxes or panels forthe motors disclosed where the current is deemed too great for directconnection from the controls. Thus where the leads run from automatic.controls to motors, it is to be understood that starting panels may beinterposed, so that the current is relayed to the motor rather thandirectly transmitted. Such practice is well understood in the art, andshowings thereof have been omitted to simplify the description.

While the form of embodiment of the invention as herein disclosed,constitutes a preferred form, it is to be understood that other formsmight be adopted, all coming within the scope of the claims whichfollow.

What is claimed is as follows:

1. In a vehicle, an axle, a variable ratio drive, a flexible couplingbetween said axle and drive, a generator connected to said drive, aportion of said drive being substantially in the central longitudinalplane of said vehicle and said generator being offset from said centralplane, a compressor, condenser and evaporator in refrigerant flowrelationship, a motor connected to said compressor, a battery, saidgenerator, motor and battery being in electrical flow relationship,means for causing said generator to charge said batterywhen said vehicleattains a predetermined speed, and automatic means to control theoperation of said compressor in accordance with temperatures created bysaid evaporator.

2. In a vehicle, a compressor, condenser and evaporator in refrigerantflow relationship, a fan flowing a stream of air in thermal contact withsaid evaporator for a compartment to be cooled, a fan motor connected tosaid fan, an axle on said vehicle, a variable ratio drive driven fromsaid axle, a generator driven by said drive, a battery in circuit withsaid generator, a compressor motor drivingly connected to saidcompressor, said battery being in circuit with said motors, a switchcausing operation of one of said motors in accordance with conditionswithin said compartment and a switch causing independent operation ofthe other motor.

3. In a vehicle, a compressor, condenser and evaporator in refrigerantflow relationship, a fan flowing a stream of air in thermal contact withsaid evaporator for a compartment to be cooled, a fan motor connected tosaid fan, an axle on said vehicle, a variable ratio drive driven fromsaid axle, a generator driven by said drive, a battery in circuit withsaid generator, a compressor motor drivingly connected to saidcompressor, said battery being in circuit with said motors, a switchcausing operation of said compressor motor in accordance with conditionswithin said compartment, and a switch causing independent operation ofsaid fan motor.

4. Drive means for a refrigerant compressor for use in a vehiclecomprising an axle, a variable ratio drive, a flexible coupling betweensaid axle and drive, a generator connected to said drive, a portion ofsaid drive being substantially in the central longitudinal plane of saidvehicle and said generator being oflfset from said central plane, amotor connected to said compressor, a battery, said generator motor andbattery being in electrical flow relationship, means for causing saidgenerator to charge said battery when said vehicle attainsa'predetermined peed, and automatic means to control the operation ofsaid compressor.

5. In a vehicle, a compressor, condenser and evaporator in refrigerantflow relationship, a fan flowing a stream of air in thermal contact withsaid evaporator for a compartment to be.

cooled, a fan motor connected to said tan, an axle on said vehicle, avariable ratio drive driven from said axle, a dynamo-electric machineadapted to operate as a generator, a dynamoelectric machine adapted tooperate asa motor, a battery in circuit with said generator, torquetransmitting means between said variable ratio drive and one of saiddynamo-electric machines, torque transmitting means between saidcompressor and said dynamo-electric machine which is adapted to operateas a motor, one of said torque transmitting means comprising a clutch,means for operatingsaid clutch so as to render said one torquetransmitting means inoperative, said battery being in circuit-with saidmotors, a switch causing operation of said compressor motor inaccordance with conditions within said compartment, and a switch causingindependent operation of said fan motor.

CHARLES F. HENNEY.

DONALD F. ALEXANDER.

CHARLES L. PAULUS.

